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Detroit’s North American International Auto Show is supposed to be an annual celebration of the automobile — a carnucopia of concept dream machines and gleaming production sheetmetal all unveiled at over-the-top, glitzified extravaganzas.

Boy, have times ever changed. The 2009 Detroit auto show is taking on the trappings of an expensive funeral, the only thing missing from the cars will be the orange flags used to keep the procession moving along. Several automakers, including most notably Nissan and Mitsubishi, have decided to strike Detroit off their calendar altogether.

And of course, there are the trials and tribulations of the bruised and bloodied Detroit Three. Like a trio of soldiers charging into a hail of gunfire, their futures remain frightfully uncertain — even with the recent cash infusion GM and Chrysler recently secured from the Bush administration. It’s too bad, too, because GM and Ford especially have several top-notch offerings planned for the show, including the new Ford Taurus and Buick LaCrosse.

Happy to say, the Germans are coming. Audi has three world debuts, including the amazing V-10-powered Audi R8, and the BMW Z4 will make an appearance. Mercedes is bringing its critically important 2010 E-Class and BlueZero concepts, and VW has something in store as well. Japanese heavyweights Honda and Toyota have also decided to show up and will play a my-hybrid’s-better-than-yours game — with the new Honda Insight Hybrid and the updated Toyota Prius vying for top green billing.

Other interesting debuts teased so far include the Volvo S60 and Subaru Legacy concepts, a high-powered Jag or two, and a new hybrid Lexus.

So while the bite in the January air will probably seem a little more frigid and most of the pomp and circumstance of shows past won’t find their way to the Cobo Hall floor this year, as the cliche tells us — the Detroit show must go on.

Audi is clearly proud of its Sportback philosophy, which it defines as “the sporting elegance of a coupe, the versatility of a five-door model, sophisticated technology and pronounced sportiness.”

First applied to the Audi A3, and more recently on its A1 Sportback concept seen at the 2008 Paris show, the Four Ring brand’s latest Sportback-inspired intrepretation – the Audi Sportback Concept unveiled at the 2009 Detroit show — is by far the most luxurious and daring of its five-door efforts to date and no doubt serves as a thinly-veiled concept version of the soon-to-arrive Audi A7.

Audi’s now famous LED units for the Sportback are wider and flatter than past efforts, and the side mirrors are reportedly styled after jet wings for what the brand calls a “winglet” look. Other design cues include a new take on Audi grille that’s not as high and loses the vertical struts, and air intakes under the headlights that help accuentate the Sportback’s low and wide stance. Out back, there’s plenty of A5 in the design, along with four exhaust pipes and a diffuser that augment the car’s sporting intentions.

Audi dug through its ready supply of high-power engines for its {{{2010 Audi R8}}} 5.2 FSI quattro, choosing the naturally-aspirated 5.2L V-10 found in the S6 and S8, modified it for mid-engine duty, increased output to 525 hp at 8000 RPM and 391 lb-ft of torque at 6500 RPM, with redline coming at 8700 RPM. And at 569 lbs, the aluminum V-10 weighs just 68 lbs more than the V-8.

Like the V-8-powered R8, the Audi R8 5.2 FSI quattro will come with either a traditional six-speed manual or R tronic six-speed sequential manual. Regardless of gearbox choice, Audi says the V-10 propels the R8 5.2 from 0-62 mph in 3.9 seconds — about a half-second drop from the 4.4 second 0-60 claim for the R8 4.2 and squarely in the supercar pantheon. Audi also claims the R8 5.2 achieves an average fuel economy of 17.2 mpg, an impressive figure for a 525 hp supercar.

It was only a matter of time before Bentley introduced a Speed version of its Continental GTC convertible. Debuting at the 2009 Detroit Auto Show, the Bentley Continental GTC Speed benefits from some subtle visual changes that improve the “regular” GTC as well.

If the GTC’s 552-hp 6.0L W-12 isn’t enough for you, try the 600-hp GTC Speed, powered by a twin-turbocharged W-12 that helps propel the Bentley to a top speed of 200 mph. After you wait 25 seconds to lower the top, the top speed only drops by 5 mph, to 195 mph. The GTC Speed has 553 lb-ft of torque — 15 percent more than a regular-strength GTC. The GTC Speed’s six-speed automatic has two automatic modes — Drive and Sport — or it can be controlled via steering wheel paddles or by using the gearlever.

Acceleration from 0-60 mph takes 4.5 sec., according to Bentley. The regular GTC is no slug, making the 0-60 mph run in just 4.8 sec.

The 2009 BMW Z4 is the third generation of BMW‘s two-seat sports car (counting the original Z3) and it looks like it’ll arrive with more handsome styling and better proportions. Gone is the awkward line running up the sides of the car and across the front fenders, headlights, and nose. The new headlights are pulled back and sleek, rather than droopy and oddly shaped as on the outgoing car. In fact, combined with the broader twin-kidney grille, the new Z4 almost looks like it has a hint of Aston Martin in the front end. Around the back, the new rear end is clearly related to the one on the new 6 Series coupe.

While the Z4’s new duds are striking, its performance will really get your attention. Gone is the old 2.5L engine, replaced with the same inline sixes found under the hood of the new 1 Series. Standard on the sDrive30i is a 3.0L with Valvetronic variable valve timing laying down 255 hp and 220 lb-ft, enough to hustle the car to 60 in 5.6 sec, according to BMW. If performance is your game, the 3.0L direct-injected twin-turbo in the sDrive35i is the engine for you. With 300 hp and 300 lb-ft of torque, it will reportedly hit 60 in 5 sec flat. Both models are electronically limited to a top speed of 150 mph with an optional Sport Package or 130 mph without.

If GM’s latest North American scheme has any stability, the new 2010 Buick LaCrosse is the semi-luxury front-drive bridge between Chevy and Cadillac. Engines at launch will be GM’s new spark-ignition, direct injection (SIDI) 3.0L gas V-6 in the CX and CXL trim levels. It’s rated a healthy 260 hp and 214 lb-ft, and a manufacturer’s estimated 18 city, 27 highway mpg on the EPA cycle. It will come with front or all-wheel drive. The AWD system is an upgrade to the Saab 9-3x’s Haldex system, which can direct up to 85% of the power to the rear wheels even in the dry, to simulate rear-drive dynamics. It comes with an electronic limited slip differential.

Power for the top of the range CXS is the now familiar direct-injection 3.6L V-6, making 280 hp and 261 lb-ft in this application, and achieving 17/26 mpg. Buick estimates a high-6.0-sec 0-60-mph time. This engine will be available only with front drive. A six-speed automatic is the only option for either engine, and with a 20-gal fuel tank, range is more than 500 miles in either case. What with fuel price volatility and imminent new Corporate Average Fuel Economy standards, a four-cylinder and possibly a mild hybrid version of the LaCrosse are likely.

To illustrate diversity of their “Voltec” electric drive technology, GM revealed today the Cadillac Converj Concept, built on the same platform as the upcoming Chevrolet Volt Extended-Range Electric Vehicle.

GM Vice President Bob Lutz unveiled the four-seat Converj Concept today to thunderous applause and described it as a showcase of GM’s electric vehicle technology. The car, while built on the same electrically-driven platform as the Chevrolet Volt, has been seriously restyled using Cadillac’s “Art and Science” design theme inside and out. After emerging from the car, Lutz hinted that the Converj is a look at the possible evolution of Cadillac design. Lutz also announced that the technology underpinning the Volt and Converge has now been named “Voltec.”

Mechanically, the Converj appears to be the same as the Volt. It can travel 40 miles on electricity from its 16kWh lithium-ion battery pack before a small four-cylinder flex fuel engine kicks on to generate more electricity to drive the wheels. Lutz said that with the range-extender, the car can travel “hundreds of miles” on a single tank of gas, all the while getting far better fuel economy than if it were gasoline powered and having far-better range than a pure electric car. Putting power to the ground is a 120kW (161 hp) electric motor that generates up to 273 lb-ft of torque at all speeds. It’s powered by a 220-cell lithium-ion battery pack hidden under the rear seats and rear center console. The Converj can reach a top speed of 100 mph. The battery will recharge from a 120-volt electrical outlet in eight hours, or just three hours when connected to a 240-volt outlet. The battery can also be partially recharged by the regenerative brakes.

To maximize efficiency, the underbody is covered by a belly pan, the wheels are designed to push air outward, the grille has minimal openings and all three rear-view mirrors have been replaced with cameras, all to reduce drag.

Inside, the Converj is trimmed in Winter White sythetic suede and Midnight Black leather with aluminum and wood accents. The suede is made from recycled material, while the headliner beneath the all-glass roof is made from silk and the carpets are a wool-blend, all to minimize its ecological footprint. Passengers are treated to a reconfigurable instrument cluster that uses organic LEDs, a touch-screen system to control the navigation, climate control and audio systems, blue-lit console graphics, power-folding front seats for easy accesss to the rear and a push-button ignition. For comfort, the Converj rides on GM’s Magnetic Ride Control shocks.

Cadillac makes no bones about attempting to set a new design standard for every segment it competes in, and the {{{2010 Cadillac SRX}}} aims to up Caddy’s style game in the all-important luxury crossover business. Its sights are set squarely on the Lexus RX350 this time around, and the proportioning has been altered toward that end. Gone is the third-row seating option that gives the current-gen SRX a slightly stretched look. Also gone is the rear-drive architecture.

Underpinning this reinterpreted SRX is a mixture of Theta (Chevy Equinox) and new Epsilon (Buick LaCrosse) transverse-engine front-drive hardware, so there goes the long dash-to-axle look. You may not miss it; the styling is dramatic.

Two sixes are offered: a direct-injected 3.0L (basically a debored and destroked 3.6) producing 260 hp and 221 lb-ft of torque, and a 2.8L turbocharged unit (Caddy’s first domestic turbo) borrowed from Saab/Opel, producing 300 hp and 295 lb-ft. The former boasts variable valve timing on both cams and burns either regular or E85 fuel, while the latter drinks premium and injects it at the intake ports. Both are mated to a six-speed automatic paddle-shifted transmission that helps boost base V-6 fuel economy by 10-15%, and highway fuel economy “in the mid-20s,” for all, which would be a step up from the current model’s 20-23 highway figures. The 3.0L can tow 2500 lb, the turbo 3500.

The 2010 Chevrolet Equinox gets a spanking new 2.4L four as the base engine, bristling with variable valve timing on both cams and direct fuel injection. Letting liquid fuel evaporate inside the hot cylinder cools the charge considerably, permitting an impressive 11.7:1 compression ratio with no knock on regular fuel. That high compression combines with more complete fuel burn to lower hydrocarbon emissions, improve power, and reduce fuel consumption.

The result? It makes 182 hp and 174 lb-ft. That’s just three horses and 36 lb-ft shy of the former pushrod V-6’s output, and performance with the improved gearing of the standard six-speed 6T45 Hydramatic is supposed to equal the 3.4L V-6’s (9.1 sec to 60 mph by our equipment) while EPA fuel economy hits 21/30 mpg FWD, 20/27 AWD, up from 17/24 (FWD and AWD). Furthermore, you may be able to beat that number. An ECO button on the dash remaps the transmission shift strategy and calls for more aggressive fuel shutoff when coasting. There’s a slight NVH and driveability penalty, but it reportedly pays off, and the EPA does its testing with and without this button pushed, averaging the results. Ordering a base vehicle without the luggage rack will further improve your mileage (it comes on more than 30% of Equinoxes so EPA tests with the rack). Electric power steering, 17-in. low rolling-resistance Michelin tires, improved aerodynamics (from 0.42 to 0.36 drag coefficient), and a host of other tiny details contribute to the fuel economy bump, but none is expected to dramatically increase the cost of the base car.

As its name suggests this RWD LX-platform-based concept is envisioned as a potential addition to the 300 lineup in Chrysler dealerships, allowing the 300 to move upmarket a bit. Based on a 116-inch wheelbase (some four inches shorter than the 300’s), with shorter overhangs the 200C concept was introduced with a 268-hp electric motor and a range-extending combustion engine. Little has been said about this component but we’ve learned it’s to be a 2-cylinder turbocharged engine adapted from another industry. The combination is suposed to deliver 0-60 acceleration in under seven seconds. This ENVI-developed drivetrain might be a little ways off, but the new Phoenix V-6 is said to fit beneath that aerodynamic hoodline (a V-8 won’t, leaving that to the senior 300).

When Chrysler’s ENVI trio debuted last September, the stand out was the Dodge EV, if for no other reason than because it was based on a Lotus sports coupe. Now, the Dodge EV has been given a proper name — Circuit (get it?) — along with a freshened look for its re-debut at the 2009 Detroit show.

Much like the Tesla Roadster before it, the Dodge Circuit EV is essentially a Lotus with a lithium-ion battery pack and an electric motor. In the case of the Circuit, ENVI engineers started with a Lotus Europa rather than the Lotus Elise-based Tesla, and for Detroit, Chrysler’s grafted a signature Dodge crosshair grille onto the car, making it look something like a baby Viper. Nose job complete, the Circuit EV ditched the Bumble Bee yellow-and-black paint job for a fresh coat of “Tangoreen” orange with big EV graphics and new ENVI badges. Inside, the Circuit EV has been redone in black leather with Satin Silver accents and a premium sound system.

Mechanically, the Circuit EV is essentially unchanged from when we drove it last year. It is still a purely electric vehicle, as there is no room to mount a gasoline-powered range extender in the diminutive sports car. It will reportedly hit 60 mph in under five seconds, run the quarter-mile in the low-thirteen second range and hit a top speed “greater than 100 mph,” all the while getting 150 to 200 miles out of a single charge. Like its ENVI stable mates, it can be recharged from a standard 110-volt wall socket, though Chrysler won’t say how long it takes to charge, just that the charging time can be halved by using a 220-volt socket instead.

Fisker Automotive offers its four-door 2010 Fisker Karma electric hybrid as a premium-oriented, environmentally friendly sports sedan. On styling alone, the $87,900 Karma seems a steal. It looks like an Italian GT design study; the headlights are pure Ferrari 599 GTB Fiorano, while the rest could double for a Maserati GranTurismo or an Alfa Romeo 8C Competizione, depending on the angle. The proportions fall in line too; the Karma is 1.4-in. longer and 1.0-in. taller than the GranTurismo, and is wider than the 599 by 0.9-in.

Unlike a car like the 599, however, with its ferocious V-12 and flat-plane crank, the Karma will be feature a turbocharged 2.0L engine sourced from General Motors. The Ecotec four-banger produces 260 hp and 260 lb-ft of torque — an insulting figure to modern Maranello standards. Fisker says the car will accelerate from 0-60 in less than 6 seconds and have a top speed higher than 125 mph.

The bad economic situation doesn’t seem to be getting in the way of the plans Fisker Automotive, the boutique hybrid electric automaker. Fisker is taking advantage of its 2009 Detroit Show presence by announcing that it will roll out a concept vehicle called the Fisker Karma S alongside the $87,900 production version of its slick-looking Karma sedan.

An educated guess is that the S — short for the Sunset on the fender — is a convertible concept vision of the Karma.

Fisker says the Karma Concept S will generate 403 total horsepower from its two electric motors, slightly lower than the Karma’s reported peak output 408 hp. We’re also assuming the 2.0L turbocharged Ecotec four sourced from General Motors that produces 260 hp and 260 lb-ft of torque will also be on board as well. The engine doesn’t send its power directly to the wheels. Instead, much like the E-REV system on GM’s coming Volt, it merely serves to charge the lithium-ion battery pack of the Karma’s electric drivetrain though a generator.

Ford is wasting no time rolling out variations on its perennially popular ponycar, and the restyled and revamped {{{2010 Ford Shelby GT500}}} aims to trump its newfound competition with 540 hp and 510 lb-ft of torque — that’s the same 40-horse, 30-lb-ft bump the old GT500KR enjoyed over last year’s GT500. In fact, the engine is little changed from KR duty, although the addition of two knock sensors allows the timing to advance a bit, and a cold-air induction system improves breathing (the intake snorkel’s location in the grille is responsible for moving the Cobra badge to the opposite side).

The additional torque allowed SVT to alter the gearing in the Tremec TR6060, using the ultra tall 0.50:1 top gear to help boost fuel economy slightly, despite a slightly shorter axle ratio (3.55:1 versus 3.31:1). Another welcome upgrade reduces clutch-pedal effort by upsizing the twin-disc clutch from 215 mm to 250 and changing the friction material to an organic compound. The shorter-throw shifter is topped by a true white cue-ball (it’s actually manufactured by a company that makes billiard balls). As before, no automatic transmission is offered.

Outside, the GT500 gets more aggressive styling details, the functional aspects of which include a front chin splitter, hood air extractor, and rear wing with a Gurney lip, the net effect of which decreases rear downforce and increases front downforce slightly, improving overall balance by moving the center of pressure forward. Overall aerodynamic drag is little changed at roughly 0.38.

There was the 1986 Ford Taurus, Motor Trend Car of the Year and pioneer of the modern jellybean sedan. In the subsequent 22 years, leading-edge styling and modern technology were overcome by Hertz-lot anonymity.

With a big push from CEO Alan Mulally, the 2010 Taurus has been redesigned to target aspirational buyers once again. Families go elsewhere for their utilitarian transport these days — mostly to crossover sport/utilities. The new Taurus looks longer, lower, and wider, because it is lower, at least, and its styling borrows side surfacing from the rear-drive Interceptor concept, which proved too costly for Ford to build in these trying times. Overhangs are shorter than the Lincoln MKS‘s. Like the ’10 Fusion, the new Taurus mixes the North American three-bar grille design with Ford of Europe’s three-trapezoid lower fascia.

Inside, the dash borrows the Mustang’s dual-binnacle look, with the optional navigation’s screen between the binnacles. A high-center console enhances the personal cockpit feel. Materials, textures, and sheen, at least on the show car, set a new standard for Ford sedans.

Because it’s a hybrid, the familiar Honda starter hiccup has been replaced by the silent stirring of a 10-kilowatt DC electric motor. The 1.3-liter gas engine flickers to life only the moment your foot leaves the brake for the throttle. Driven normally, the Insight responds like a normal compact car-if you’re used to the peculiar feel of a continuously variable transmission (CVT). Matting the throttle unleashes the full fury of motor and engine, though only the latter is heard; the busy buzz of a small-displacement four-cylinder mixed with a monotone CVT drone.

More fun comes from going green. Pushing the emerald-green ECON button on the dash initiates Ecological Drive Assist: a wide array of fuel-saving functions, including earlier idle-stop engagement, a smoothing out of throttle inputs and CVT operation, and more-efficient air-conditioning and cruise-control modes. Where is the fun in all this? Check the monitors.

The XFR receives a new, direct-injected 5.0L V-8 (also available for the 2010 XF). But the XFR’s mill receives pressurization from a Roots-type, twin-intercooled supercharger. Despite a mighty output of 510 hp and 461 lb-ft of torque, the new engine comes sans weight or fuel mileage penalty — its 15/23-mpg rating is the same as the outgoing supercharged 4.2L. Jaguar attributes this to a variety of new and altered components, including a direct-injection system, a variable-length intake manifold, and variable camshaft timing.

The new cam timing system relies on forces generated by the valves, rather than by oil pressure. The oil pump has been decreased in size and relocated as a result, reducing engine length by 0.94-in. These new technologies allow Jaguar to raise the compression of the engine to 9.5:1 (up from 9.1:1 on the 4.2L). Service intervals have been lengthened to 15,000 miles as well.

To transmit the engine’s enthusiasm to the ground (and the driver), Jaguar employs two new electronically controlled systems in the XFR. The first, Active Differential Control, varies torque between the rear wheels depending on the surface. It attempts to prevent excessive wheel slip, but does not impede slippage with brake application. The press materials read: “The traditional, mechanical differential can compromise stability under hard applications of power, demanding more corrective input from the driver.” Translation: This Jag allows easy power slides.

A good number of the updated Jaguar XKR‘s supplied action shots show the coupe sideways with a cloud of smoke in pursuit. While this alludes to variety of improvements for the 2010 model year, the most noteworthy must be the new engine — a 5.0L V-8 with a Roots-type supercharger.

Also on the new XFR, the V-8, with 510 hp and 461 lb-ft of torque, eclipses the previous-gen 4.2L by 90 hp. Jaguar increases its performance claims as a result, dropping the 0-to-60-mph acceleration to 4.6 sec from 4.9 sec. A loss of one mpg in highway fuel economy is the only downside to the newfound power; the 2010 XKR returns 15/22 city/highway mpg.

Above the new engine are two louvers, opposed to the center bulge in the hood. Jaguar revises the rest of the bodywork to reflect the “R” designation a bit more thoroughly as well. The 2010 model receives a new front bumper, featuring adjusted air inlets and chrome trimmings, while the truck gains a subtle spoiler and LED taillights. Jaguar sprinkles more LED lighting around the rest of the exterior, from the side markings to the twin reverse lamps to the foglamps. Where the vehicle connects to the ground, 19-in., 10-spoke wheels are standard while 20-in. wheels remain an option.

Last September, Chrysler took the automotive world by surprise with its unveiling of a trio of electric vehicles. Now, the ENVI trio has picked up a fourth partner in green in the form of the Jeep Patriot EV, becoming the second electrified Jeep in the mix.

Like the Wrangler EV, the Patriot EV uses an electric motor to drive the wheels for up to 40 miles before the batteries are depleted to 30% of their maximum charge. At that point, a small gasoline engine kicks on to generate electricity to drive the wheels for a maximum combined range of 400 miles. However, where the Wrangler (and Town & Country EV, with which shares the same componentry) both use a 94-hp gasoline engine and 200kW (268 hp) electric motor, the Patriot EV makes do with a 60-hp gasoline engine and 150kW (200 hp) electric motor, but still achieves the same range.

Despite being down on power, Chrysler says the Patriot EV’s performance is on par with its stable mates. It will hit 60 mph in approximately eight seconds, run the quarter-mile in the low-sixteen second range and hit a top speed “greater than 100 mph.” That reportedly makes it slightly quicker than the Wrangler EV. Chrysler has not released the Patriot or Wrangler EV’s curb weight, so we can’t be sure if the vehicle has been lightened substantially to allow it to keep up with the Wrangler despite its power disadvantage. Like all three other ENVI vehicles, the Patriot EV utilizes regenerative braking technology to recover as much energy from braking as possible, as much as 85% according to Chrysler.

To differentiate the Patriot and Wrangler EVs from standard Jeeps, Chrysler has fitted unique wheels on it, as well as roof racks with low-profile fog lights. Both the Patriot and Wrangler EVs also receive an ENVI Green Pearl paint job and large EV graphics on their sides, as well as ENVI badges. Chrysler says the Patriot EV will recharge from a standard 110-volt electrical socket, though it hasn’t said how long the recharge time will be, only that it can be halved by using a 220-volt socket instead.

Though the Kia Soul hasn’t quite hit showroom floors in the U.S. yet, Kia has already brought out a new concept, dubbed the Soul’ster, to illustrate possible future adaptations of the Soul.

Kia promises that the Soul’ster is more than just fresh sheet metal. The biggest change is the two-piece removable roof, that Kia says uses “elbow grease technology.” We’re pretty sure that means you have to take it off yourself, especially considering that this vehicle has crank windows. They attach to permanent roll bar running across the middle of the vehicle. Kia says the Soul’ster is targeted at hip, young buyers looking for sportiness and versatility on a budget.

With that in mind, the company designed the Soul’ster to seat five, though they admit that four would fit more comfortably. They’ll be riding on seats that aren’t bolted to the floor, a feature Kia added to increase storage space. To drastically increase storage space, the rear seats can be folded flat.

The Soul’ster utilizes the same engines as the standard Soul, a set of small four-cylinder units. The base engine is a 1.6L mill mated to a five-speed manual transmission and generating 120 hp. Optional is a more-powerful 140-hp 2.0L engine mated to either a five-speed manual or a four-speed automatic transmission. Kia says both powerplants are good for 30 mpg fuel-efficiency or better. Non-U.S. markets can also choose from a 124-hp 1.6L engine or a 1.6L turbo-diesel.

Debuting in “Soul’r” yellow, the Soul’ster also features a number of cosmetic updates beyond the new roofline. Also featured on the concept are a new front end and new lighting all the way around, as well as special 19-in. wheels and dual chrome exhaust tips with carbon-fiber interior sleeves. It is not yet known if the Soul’ster will ever make it past the concept stage, and its future likely depends on the success of the original Soul, once it finally goes on sale.

On the 20th anniversary of the launch of the brand the Lexus kept its five-year streak of one new luxury hybrid per year alive by introducing its first hybrid-only model, the HS250. Perhaps not surprisingly, it is based on parent-company Toyota’s other hybrid-only vehicle, the Prius (note the little quarter windows in front of the A-pillars).

In addition to grafting on a proper sedan trunk, the Prius’s Lexusification involves upsizing to the Camry Hybrid’s 2.4-liter Atkinson-cycle engine, good for 187 hp total-system horsepower. Size-wise the HS slots neatly in between the IS and ES, with an overall length near that of the former and width approaching the latter.

Interior packaging is also helped by ultra-slim front seat backs. A wide-view front monitor that looks around coners when exiting a blind alley, 10-way power seats, a head-up display, and an available pop-up nav screen with XM NavTraffic and weather and Lexus Empower are among the luxury upgrades that distinguish the HS from its Toyota cousin.

Empower aims to do some of what Ford Sync does in terms of connecting the car with the world outisde, enabling 911-assistance, stollen-vehicle tracking, and allowing owners to send navigation destinations from their computer or PDA to their car.

Spoilers, underbody trays and a “gullwing” shaped roof panel reportedly contribute to a 0.27 drag coefficient. EPA testing is not yet complete, but Lexus expects fuel economy to be 30 percent better than anything else in its lineup, to be best in the luxury class, and to top that of the tiny smart Fortwo, which is EPA-rated at 33 city/41 highway.

Lexus reckons that 60 percent of entry-lux car buyers would have considered a hybrid if one had been available, and that by connecting the HS with some of these buyers will help them reach 1 million annual hybid sales early in the twenty-teens.

Forget the Continentals of your past, or the big, long rear-drive concepts of the early ’00s. While BMW has proven that rear-wheel-drive c-segment size luxury works, with its 1 Series, Lincoln is turning next to the 2011 Ford Focus‘ platform for post-global warming luxury. To prepare us for a CAFE-friendly world, Lincoln rolled out the C concept (for c-segment, and so far, without an “MK” prefix) at Detroit.

Looking much like a Renault with Lincoln’s “flying wing” ’41 Continental retro cue grille, the C is about the length of the ’11 Focus, but about 2.75-inches wider for three-abreast seating via two flat benches. Ford designers cite the ’39 Lincoln, ’56 Continental II and ’61 Continental as inspiration. But the a-pillar is curved much like a Renault Espace’s, and the c-pillar ends in a Clio-esque bustle trunk. While there’s no tumblehome, a deep shoulderline accents the profile.

The stainless steel-like top is actually aluminum with a metalized paint, and the gray interior wood trim is recycled driftwood veneer.

With the introduction of the Ford-Flex based Lincoln MKT, we’re starting to believe all that stuff about FoMoCo’s commitment to the Lincoln brand. There isn’t a single significant visible part shared with its platformmate, though most of what you don’t see is the same. Overall dimensions are within a whisker, except for height, which is 1.7 in. lower. That lower roof and stylishly raked bustle-back hatch limit third-row headroom to kid-size and give the MKT slightly more station-wagon proportioning. The waterfall grille cements the family resemblance with the MKS and restyled 2010 MKZ in front, and we’re told to expect the cross-car taillamp design (with distinctive light pipes like those on the MKX) to become a new Lincoln trademark. A fixed panoramic glass roof will be standard, with a sliding one optional.

Power comes from a 3.7L V-6 producing 267 hp and 268 lb-ft of torque (down slightly from the 273/270 it produces in Mazda‘s CX-9, thanks partly to Lincolnizing of the exhaust note). An EcoBoost turbo V-6 making 355 hp and 350 lb-ft of torque will follow driving all four wheels (base MKTs get front drive). Both engines mate to a six-speed automatic with paddle shifters. The ride-tuning design brief was “rolling plushness,” so expect softer-than-Flex spring and damper rates. Standard wheels are 19-inchers, with 20s optional (standard unique 20s will come with the EcoBoost option). Leadfoots will want to wait for the EcoBoost engine, because even with weight-saving measures like using cast magnesium for the radiator support and tailgate inner panel, a loaded MKT is expected to weigh 2.5 tons.

Called the Maserati Quattroporte Sport GT S, the newest addition to the Quattroporte family is being dubbed “the ultimate expression of Maserati‘s sportiness in the Quattroporte range.” So what does all that ultimate sporty expression get you?

* Around 10 more horses from the 425 HP, 4.7L V-8 from the Quattroporte S through a mapping of the engine* A six-speed automatic with modified software management, offering what Maserati says are “new features designed to increase driving enjoyment.”* A modified front and rear suspension with single-rate dampers, stiffer springs and a slightly lower ride height* A sport exhaust system controlled by pneumatic valves, for even more of that stirring engine note

Of course, it wouldn’t be a special edition if it didn’t have some distinguishing exterior and interior flourishes, and the Quattroporte Sport GT S has several new features to set it apart from its lesser Quattroporte siblings.

The updates include:

* A black grille with concave vertical fins, centered by a Trident logo with red accents — a cue Maserati says is typical of its sportier models* Maserati’s new bi-Xenon headlights featuring 10 LED turn-signal indicators, finished in metallic titanium * A “shadow line” around the car, created by employing back finish work around the doors, adding body-colored door handles and black twin oval exhaust pipes* New M-design seats with a mix of perforated Alcantara and leather* Trim done in Titantex, what Maserati calls a “titanium colored” composite material

The Mercedes-Benz BlueZero E-Cell, BlueZero F-Cell, and BlueZero E-Cell Plus highlight the automaker’s environmentally-friendly technology and preview the next-generation A- and B-Class cars, probably the same rough way the ConceptFASCINATION has previewed the upcoming 2010 E-Class. All three concepts are based on the architecture underpinning the A- and B-Class cars. Using this architecture, Mercedes claims the powertrain technology does not impede on interior space and, in fact, contributes to relatively agile handling.

The three concepts aren’t too slow, either. All three make their way from 0 to 62 mph in less than 11 seconds.

The BlueZero E-Cell employs a lithium-ion battery-electric drive that has a range of 120 miles. With a charging capacity of 7 kW, the electrics in the BlueZero E-Cell and the BlueZero E-Cell Plus can be recharged in two to four hours for a range of 120 and 240 miles, respectively. The semi-transparent roof lets 20 percent of the light into the interior and, with its solar panels, can generate enough power to charge a cell phone or MP3 player.

A 1.0L three-cylinder turbo from the smart fortwo extends the range of the BlueZero E-Cell Plus to 370 miles. The F-Cell — the fuel-cell powered concept — has a range of over 240 miles.

The first glimps at the upcoming 2010 Mercedes-Benz E-Class sedan have leaked online ahead of the luxury car’s scheduled debut at the 2009 Detroit Auto Show. The new E-Class will also reportedly form the basis for a new coupe version to replace the CLK, as well as a convertible variant.

Engine options should remain the roughly the same (at least initially) as those of the present E-Class, meaning a 3.5L V-6, 5.5L V-8, and 6.2 V-8 (E63 AMG). Later, expect a Bluetec diesel option (including possible diesel AMG models) and even a hybrid variant. Mercedes’ recently unveiled myCOMAND infotainment system should also be featured prominently in the new car.

The 2010 Mercedes-Benz E-Class seems to have retained several of the features that made the ConceptFASCINATION memorable, including the stout, angular nose and four sharp LED headlights that replace the rounded units on the present-generation E-Class. The rear wheel arches feature swept-up, gentle fender flares and new LED light-bar-style turn signals are found in the front valance vents in a fashion similar to current Porsches.

The Mercedes-Benz SLR Stirling Moss can accelerate to 62 mph in 3.5 sec. It’s capable of 217 mph. So what, you say. Those numbers have become standard supercar fare. The Ferrari Enzo can touch 225 mph. The Corvette ZR1 barrels to 60 mph in 3.3 sec. Ah, but here’s the twist — this SLR does its thing without roof, windows, and windshield.

Envision the wind buffeting you mercilessly at 150 mph or how a bug or rock would feel hitting you at that speed. That’s the SLR Stirling Moss sensation. It’s a car created as a tribute to the man crazy enough to drive a Formula 1-based car 1000 miles flat out at an average speed of nearly 100 mph — all with little more than an open-face helmet and goggles protecting him from the violently onrushing air and debris.

For those uneducated in motorsport heroes of yesteryear, Moss is a bona-fide racing legend. Versatile as he was fast, he competed in both Le Mans and Formula 1 with much success. Later, he became known as “the greatest driver never to win the World Championship.” Moss’ most prolific victory among the many he scored behind the wheel of a Mercedes came in the aforementioned endurance race: the 1955 Mille Miglia. There he piloted a Mercedes Benz 300SLR bearing the number 722, and covered 1000 miles in 10 hours/seven minutes/48 seconds.

A base 2009 Mini Convertible weighs in at 2745 lbs, about 200 lbs more than the standard Cooper. Otherwise, the same turbocharged 1.6-liter engine — producing 118 hp in standard trim or 172 hp in “S” form — routes power to the front wheels.

Starting at $24,550 (add $3,000 more for the “S”) the convertible checks in at $6000 more than the base hard top. But considering how well the last generation convertible sold, we’re sure many Mini customers won’t even think twice.

Keeping with the trend of uniqueness we expect from Mini, the new convertible comes with a new “Openometer” which sits left of the tachometer and displays time spent while traveling with the roof down. There are also a slew of new color choices for the top and body.

Saab claims that the Griffin Edition carries the most luxurious appointments standard of any car the company has ever made. Luxury touches include a rear parking assist system, heated, auto-dimming and folding power mirrors and lots of leather. The “Aero-inspired” leather seats come in either Black with Parchment inserts or Parchment with Black inserts and feature accent color stitching. That stitching is also found on the steering wheel, shifter and handbrake. You’ll also be treated to some chic floor mats with grey piping and high-gloss interior trim.

Outside, the Griffin Edition will be recognizable by its five-spoke, 17-in. wheels, matte chrome grille and headlight frames, rear spoiler and a Griffin badge on each side behind the front wheels. SportCombi models will move the spoiler from the trunk to the roof and feature matte chrome roof rails. The Griffin Edition will come in either Polar White or one of six metallic colors: Jet Black, Snow Silver, Nocturne Blue, Pepper Green, Carbon Grey, and Glass Grey. Aside from the metallic paint, the only options on the Griffin Edition are ventilated seats and a navigation system.

Powering the 9-5 Griffin Edition is Saab’s venerable 2.3L 260-hp turbocharged inline four-cylinder engine, backed up by either a five-speed manual or five-speed automatic transmission at no extra cost. The cars should begin turning up on dealer lots next month and will start at $42,775 for the sedan and $44,045 for the SportCombi wagon.

In Subaru‘s lineup, the Legacy has mostly been forgotten — the midsize all-wheel drive car sells less than all Subarus except the Tribeca. The Legacy concept, debuting at the 2009 Detroit Auto Show, looks to change that.

Subaru has only released one teaser image of the concept so far, but what we do see is promising. Then again, with the new Impreza, Subaru didn’t exactly set the styling bar high. The Legacy concept’s grille fits into the Subaru design language well while vertical foglights are nice touches we hope make it to the production Legacy.

Under the hood is a 3.6L Boxer engine. The six-cylinder engine offered on the 2009 Legacy is a 3.0L Boxer producing 245 hp. We expect that figure and fuel economy numbers to rise with the new engine.

The Legacy’s 20th anniversary is next year, and we can’t think of a better way to celebrate then to introduce a new model. Subaru says 43 percent of Legacys head to the U.S., so it’s not too surprising that the automaker has chosen Detroit as the concept’s debut location.

Toyota is moving full-speed ahead with a plan to maintain its green sheen at the Detroit show, rolling out a vision of an electric-powered city car called the Toyota FT-EV.

The FT-EV shares its platform its new iQ urban commuter. While the FT-EV is a concept, Toyota maintains that it will launch an all-electric urban commuter vehicle along the lines of the FT-EV by 2012.

Letting a car sit on the vine without any changes for a long time is no way to maintain a sales crown so for 2010, Toyota is giving the Camry — America’s best selling car for the last seven years — a minor maker over. The seventh-generation midsize sedan heads into its fourth model year with minor changes to its sheetmetal, a new four-cylinder engine, and several new features.

The cosmetic changes to the exterior consist of a new grille and front bumper, a larger lower intake, larger headlights and restyled tail lights. Every trim of the car gets new rolling stock as well. Base and LE models receive new wheelcovers, XLE models get new ten-spoke 16-inch alloy wheels and SE models get new 17-inch alloys. The Camry Hybrid receives its own grille and bumper along with a wider lower intake, restyled fog lights and 16-inch alloy wheels.

For four-cylinder models, the 158-hp 2.4L unit makes way for a 2.5L mill that makes 169 hp in base, LE, and XLE models and 179 hp in the sport-oriented SE trim. Gone too are the five-speed manual and automatic, replaced with six-speed versions. Toyota did not say how the new engine affects the four-cylinder Camry’s fuel economy and the 268-hp V-6 is unchanged.

Toyota finishes up the changes to the 2010 Camry with the addition of several features including stability and traction control and auto up/down power windows on all four doors as standard on all trims, an optional audio system for base and LE models that adds a USB port, Bluetooth, integrated satellite radio, and MP3/streaming music capability. The Camry Hybrid receives a new gauge cluster and cloth seating surfaces made of a fabric called Fraichir, a combination of silk protein and synthetic fiber.

Pricing will not be announced until closer to the car’s March on-sale date.

The 2010 Toyota Prius might cross the 50 mpg threshold. The car, which sports an aerodynamic shape similar to the outgoing model, is said to be bigger inside yet still the same size on the outside. The current 2009 Prius is rated at 48 mpg in the city and 45 mpg on the highway.

In place of the snooty eyelashes that cut through the 2009 Prius’ headlights, the 2010 Prius headlights are stretched back to the front quarter panel. There’s also an unusual swoop at the top of the headlights like the integrated styling touches on the 2009 Nissan Maxima and 2009 Nissan 370Z.

Volkswagen first toyed with the idea of reviving a small, mid-engine roadster with its cleanly styled ConceptR for the 2003 Frankfurt Motor Show. While the car garnered mostly positive reaction, it ultimately failed to make the production line. Two years later at the Tokyo Motor Show, another roadster concept, called the EcoRacer, was shown by Wolfsburg, once again stirring hopes that VW would eventually build a fuel efficient and agile sports car for the masses.

Now comes the Concept BlueSport, and enthusiasts everywhere are hoping the third time will finally be the production charm. Volkswagen has combined what it’s learned with the previous show cars. Priority No. 1 with this prototype: provide maximum driving fun with minimal fuel consumption. Of course, that’s easier said than done.

To accomplish its mission of building an affordable, economical and agile two-seat roadster, designers first began with the chassis and utilized aluminum for the frame and body panels to reduce weight. They then placed behind the two passengers a version of Volkswagen’s 2.0L TDI turbocharged four-cylinder diesel producing an impressive 178-hp @ 4200 rpm and 258 lb-ft @ 1750 rpm — more than enough power and torque to scoot the 2640-lb BlueSport to 60 mph in a claimed 6.2 sec before hitting its 140 mph top speed.

Judging by Volvo‘s heavy use of the terms “coupe-like” and “coupe-inspired,” we can surmise that the Volvo S60 concept is a sedan following the growing trend of coupe imitators. The front end of the S60 concept has been drawn back and smoothed out in a design that Volvo says was inspired by the cliffs and seas of the Swedish coastline. Design language aside, we can’t help but notice how much it looks like the stylish Jaguar XF.

This concept introduces a technology Volvo calls Powershift. The automaker describes it succinctly as “two manual gearboxes working in parallel, each regulated by its own clutch.” Powershift is a name Ford has tossed around for its coming dual-clutch gearbox, and by the looks of it, the transmission will make its debut in the S60 concept. However the transmission is configured, it will receive power from a 1.6L GTDi four-cylinder turbocharged and direct-injected gasoline engine making 180 hp and emitting only 0.42 lbs of CO2 per mile.

Inside, the S60 concept will have a center console made from Orrefors crystal that runs down the center stack and all the way to the rear seat backrest. While Volvo admits the three-piece crystal console won’t make it into production, Volvo President and CEO Stephen Odell says we may see crystal-like accents in future Volvo cars.

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